CN101665110A - 增强反向驱动性能的混合动力电动车辆动力系的方法 - Google Patents

增强反向驱动性能的混合动力电动车辆动力系的方法 Download PDF

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CN101665110A
CN101665110A CN200910168921A CN200910168921A CN101665110A CN 101665110 A CN101665110 A CN 101665110A CN 200910168921 A CN200910168921 A CN 200910168921A CN 200910168921 A CN200910168921 A CN 200910168921A CN 101665110 A CN101665110 A CN 101665110A
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大窪俊介
邝明朗
法扎尔·阿拉曼·塞伊德
卡罗尔·路易丝·大久保
沙雷斯·斯坎特·柯扎雷卡尔
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Abstract

本发明公开了一种控制具有在前向驱动期间作为动力源的发动机和作为反向驱动动力源的电动马达的混合动力电动车辆动力系的方法。通过使发动机运转于高于给定发动机功率的最佳转速的增加的转速来实现反向驱动期间所需的发动机动力。

Description

增强反向驱动性能的混合动力电动车辆动力系的方法
技术领域
本发明涉及一种混合动力电动车辆动力系，其中，电动马达为反向驱动扭矩源。
背景技术
带有分离动力流路径的混合动力电动车辆动力系包括电动力源和机械动力源(例如内燃发动机)。高压牵引马达、电池和发电机电连接。发动机和牵引马达通过动力传动装置可驱动地连接至车辆牵引轮。
美国专利6,991,053和7,285,869中公开了具有带有分离动力流特性的配置的动力系。该配置包括形成从电动力源和机械动力源至车辆牵引轮的分开的扭矩传输路径的行星齿轮系统。行星齿轮系统包括通过传动装置可驱动地连接至牵引轮的齿圈、可驱动地连接至发电机的中心齿轮、和可驱动地连接至发动机的行星齿轮架。发电机、马达、和电池电连接。
如下面方程(1)中所示，在车辆前向驱动期间以分离动力传输模式应用至行星齿轮架的正的发动机扭矩处于在车辆牵引轮处增强来自马达的驱动扭矩的方向。相反地，在反向驱动期间，在车辆牵引轮处来自马达的驱动扭矩与前向驱动中的扭矩方向相反。这样发动机扭矩降低了车辆牵引轮处的净驱动扭矩。下面方程(2)中显示了当Tmotor等于-200Nm时该情况的具体示例。从方程(2)可以看出反向驱动期间任何正的发动机扭矩将降低车轮扭矩的绝对值。
反向驱动期间最小化发动机扭矩输出以最大化反向驱动性能。如果可能，所有反向驱动扭矩均从由电池提供给马达的电能获得。然而，如果电池无法提供足够的电能以满足驾驶员对反向扭矩的需求，则必须使用发动机来驱动发电机以产生电能对电池充电。
如下面的稳定态方程所证明，发动机产生的正的驱动扭矩降低了反向的净可用车轮扭矩。
TWheel＝K1(Tmotor+K2 Tengine)    (1)
其中
K1和K2为正的机械传动比，且
Tmotor为马达扭矩，其在前向驱动中为正值而在反向驱动中为负值，且
Tengine为发动机扭矩。
在反向驱动期间，例如，Tmotor可等于-200Nm。于是车轮扭矩TWheel将等于：
TWheel＝K1(-200Nm+K2 Tengine)    (2)
由于低运转温度、或高运转温度、或老化、或电池充电状态极限，高压电池可能不能满足牵引轮处驾驶员对反向扭矩的需求。因此，必须使用发动机产生电能供电动马达使用以驱动牵引轮。在这种情况下，方程(1)和(2)证明可用反向扭矩随后将降低。
发明内容
如果发动机动力产生于高转速低扭矩的运转点而非通常用于高发动机运转效率的转速及扭矩运转点，则反向驱动期间使用发动机驱动发电机对电池充电时发生的车轮扭矩减小可被最小化。这通过使用为反向驱动指定的所需发动机转速和扭矩的可校准变量映射图来实现，该映射图与在前向驱动期间遵循的发动机转速与扭矩映射图不同。
用于设立反向驱动期间运转点的映射图使得发动机转速对于给定发动机功率增加产生逐渐增加，发动机转速从发动机怠速状态增加至用于反向驱动的最佳目标运转点。该运转点处的目标发动机转速为所需发动机功率的函数。对于反向驱动发动机转速从怠速状态至目标发动机转速的改变为逐渐改变，其不会导致转速在怠速发动机转速增加至所需发动机目标转速时突然增加。这避免了动力系中不需要的噪音、振动和粗糙度(noise，vibration andharshness)。
最大发动机目标转速为车速的函数。因此，可校准运转映射图可为两个变量的函数。在可替代的实施例中，其可为一个变量(发动机功率)的函数，其中，功率被减小以限制驾驶员的动力指令，以在反向驱动期间产生最大发动机转速。
根据本发明的一方面，公开了一种在混合动力电动车辆动力系中产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池、电动马达-发电机、以及从所述发动机和所述马达延伸至车辆牵引轮的分离动力传输路径；所述方法包含：车辆系统控制器计算牵引轮处的所需反向驱动功率；电池和电池控制模块测量电池充电状态；车辆系统控制器将计算的反向驱动功率和测量的充电状态下的有效电池功率进行比较；当所述反向驱动功率要求小于所述测量的电池充电状态下的所述有效电池功率时，要求最小发动机功率；车辆系统控制器计算所述最小发动机功率要求下的发动机扭矩；以及发动机的控制单元控制发动机转速和发动机扭矩，以在反向驱动期间实现所述最小发动机功率，从而在所述马达驱动所述牵引轮时在所述牵引轮处实现增强的反向驱动扭矩。
根据本发明的一方面，公开了一种在混合动力电动车辆动力系中的牵引轮处产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池和电动马达-发电机；所述马达、所述电池和所述马达-发电机电连接；且分离动力传输路径从所述发动机和所述马达延伸至车辆牵引轮；所述方法包含：车辆系统控制器计算牵引轮处的所需反向驱动功率；当反向驱动期间的所述功率大于测量的电池充电状态下的电池功率时，车辆系统控制器通过减去在测量的充电状态下的电池功率来计算发动机功率；并且当所需驱动功率大于所述测量的充电状态下的电池功率时，发动机的控制单元控制发动机转速和发动机扭矩以实现所需的发动机功率，从而在所述马达驱动所述牵引轮而所述发动机以对应于低于最佳发动机效率的发动机效率的发动机转速和发动机扭矩运转时实现所述牵引轮处增强的驱动扭矩。
根据本发明的一方面，公开了一种在混合动力电动车辆动力系中产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池和电动马达-发电机，且分离动力传动装置形成从所述发动机和所述马达延伸至车辆牵引轮的动力传输路径；所述方法包含：车辆系统控制器计算牵引轮处的所需反向驱动功率；当所述反向驱动功率要求小于测量的电池充电状态下的有效电池功率时，要求最小发动机功率；当所述反向驱动功率要求大于所述测量的电池充电状态下的电池功率时，车辆系统控制器通过从所需功率减去测量的电池充电状态下的电池功率来计算发动机功率；当所述反向驱动功率要求大于所述测量的电池充电状态下的可用电池功率时，车辆系统控制器根据目标发动机转速和所述计算的发动机功率的函数来确定发动机扭矩；当所述反向驱动功率要求小于所述测量的电池充电状态下的可用电池功率时，车辆系统控制器根据所述确定的发动机转速和所述计算的发动机功率来计算发动机扭矩；以及发动机的控制单元根据发动机功率和发动机扭矩的函数控制发动机转速和发动机扭矩，从而实现所述牵引轮处增强的反向驱动扭矩。
附图说明
图1为能够实施本发明的分离动力混合动力电动车辆动力系的示意图。
图2为确定用于反向运转的发动机变量的图示或映射图。
图3为说明了执行本发明控制策略的算法的流程图。
图4显示了为实现稳定发动机功率的发动机扭矩和发动机转速之间的关系以及对于最大发动机运转效率的发动机扭矩和发动机转速的图示。
图5为用于反向驱动和前向驱动的发动机转速和车辆速度的图示。
具体实施方式
图1为能够使用本发明控制策略的混联式混合动力电动车辆动力系的示意图。
图1的配置包括内燃发动机10和动力传动系统12。发动机10的发动机曲轴(其对应于传动系统扭矩输入轴14)可驱动地连接至行星齿轮单元18的行星齿轮架16。在某些工况下可作为马达的发电机20通过轴22机械连接至行星齿轮单元18的中心齿轮24。行星齿轮架16可旋转地支撑将中心齿轮24和行星齿圈26啮合的小齿轮。
扭矩传输元件28将齿圈扭矩传递至中间轴传动装置32的扭矩输入元件30。如36处所指示，中间轴传动装置32的输出齿轮元件34可驱动地连接至总体上在38处所指示的差速器-车桥总成，从而将扭矩传递至车辆牵引轮40。
车辆系统控制器(VSC)42电连接至传动控制模块(transmission controlmodule，TCM)44和发动机10的控制单元(ECU)。车辆系统控制器通过总体上在46处指示的信号流路径向发动机控制单元发送扭矩指令信号。信号流路径46还在车辆系统控制器(VSC)42和传动控制模块(TCM)44之间提供信号通信。电池和电池控制模块(BCM)48通过信号流路径46电连接至车辆系统控制器42。车辆系统控制器(VSC)42接收动力系输入(例如变速器档位选择器位置(PRND)、加速踏板位置(APPS)和制动踏板位置信号(BPPS))，并作为BCM、TCM和ECU的管理控制器。VSC、TCM、BCM和ECU共同形成总体动力系控制模块(PCM)。所有这些控制系统元件使用控制器局域网(CAN)协议通过车内网络连通。
发电机20电连接至电动马达50。马达50的转子机械连接至中间轴传动装置32的马达扭矩驱动齿轮52。如图1中所见，由电池和电池控制模块48驱动的高压总线54提供了发电机20和马达之间的电连接。
传动(驱动桥)控制模块44与马达50通过马达控制信号流路径56连通。发电机与传动控制模块通过信号流路径58连通。60处指示的发电机制动器通过信号流路径62电连接至传动控制模块。
当应用制动器60时，发动机动力穿过完全机械扭矩流路径从发动机通过行星齿轮单元18和中间轴传动装置32传递至牵引轮-车桥总成。
在正常混合动力电动动力系前向驱动运转期间，可释放制动器60且发电机20可向中心齿轮施加反作用扭矩，从而形成从发动机至差速器-车桥总成、以及从马达-发电机子系统通过中间轴传动装置32至车轮-车桥总成的并联扭矩流路径。
图1中示意说明的动力系系统可依赖于完全电动马达驱动或依赖于马达动力和发动机动力二者以实现最大效率。图1的系统可产生电动力同时使用发电机动力输出来驱动车辆。车辆系统控制器将通过在车辆多个组件之间管理动力分配来将车辆维持在其最大性能点。其管理发动机、发电机、马达和电池的运转状态以最大化总体车辆效率。电池为发电机和马达的能量存储介质。
可通过控制发电机速度使发动机动力分离进入两个动力流路径，以形成从发动机10至行星齿轮单元18、至行星齿轮单元的齿圈、并至中间轴传动装置32的机械动力流路径。从发动机10至发电机20、至马达50、并至中间轴传动装置32形成电动力流路径。
通过将发动机转速控制至所需值来分离发动机动力流路径，其对于给定的齿圈速度导致确定的发电机速度。发电机速度将根据车辆速度而改变。变化的发电机速度将改变发动机输出动力在电动力流路径和机械动力流路径之间的分离。
对发动机转速的控制导致发电机扭矩抵抗发动机输出扭矩。该发电机反作用扭矩使得发动机输出扭矩被分配至行星齿轮组的齿圈并最终分配至车轮。该运转模式被称为“主动分配”。
由于行星齿轮组的运动学特性，发电机可以沿着与反作用于发动机输出扭矩的扭矩相同的方向旋转。在该运转模式中发电机向行星齿轮组输入动力以驱动车辆。该运转模式被称为“被动分离”。像在“主动分离”模式的情况中的那样，由发电机速度控制产生的发电机扭矩反作用于发动机输出扭矩并向车辆牵引轮分配发动机输出扭矩。
在发动机关闭的发电机驱动模式中，发电机作为马达，马达驱动反作用扭矩由固定行星齿轮架16的超速制动器15(单向连轴器OWC)产生。这种马达、发电机、和行星齿轮组的组合作为机电无级变速器。
当驱动发电机制动器以实现并联模式运转时，中心齿轮被锁定防止旋转，而发电机制动扭矩提供与发动机输出扭矩相反的反作用扭矩。在该运转模式中，所有的发动机输出扭矩均通过机械扭矩流路径以固定传动比传输至车辆牵引轮。
与常规的车辆动力系不同，此动力分离动力系需要由发动机转速控制产生的发电机扭矩或发电机制动扭矩以通过电动力流路径和机械动力流路径或仅通过机械并联路径来传递发动机输出动力，以实现车辆的前向移动。
第二动力源使得从电池吸取电动马达动力，以独立于发动机提供推进力，从而前向或反向驱动车辆。该运转模式被称为“电驱动”。另外，发电机可从电池吸取动力并驱动发动机输出轴上的单向离合器以前向推进车辆。该运转模式称为“发电机驱动”。
高压牵引电池作为存储被发电机转化为电流的电能的能量存储装置。其还存储滑行制动期间车辆产生的动能。滑行制动能量通过牵引马达传输至蓄电池。
图2显示了对于反向驱动所需的发动机功率和目标发动机转速之间的关系的映射图或图示。62处显示了所需发动机功率和目标发动机转速之间的关系，其将实现最大发动机功率。62处显示的关系对于内燃发动机通常为非线性。
图2中怠速时最大发动机功率指示为P1。在该怠速功率处，发动机转速指示为Nidle。对应于最大发动机功率的最大发动机转速指示为Nmax。对应于最大发动机转速的最大发动机功率指示为P2。车辆驾驶员可通过调节加速踏板位置选择目标发动机功率。加速踏板位置传感器向车辆系统控制器42发送信号，其处理信号并使用存储在ROM中的图2的图示向TCM 44发布目标发动机转速指令。校准图2的图示以在所需发动机功率如64处所示从P1改变至P2时提供逐渐增长的目标发动机转速。该逐渐增长将避免发动机转速从怠速改变至目标转速时不期望的噪音和震动。
图2的图示说明了发动机运转期间目标发动机转速和所需发动机功率之间的关系。在反向驱动模式中，如果电池的充电状态降低至校准阈值之下，则发动机动力用于驱动发电机20，其对电池48充电。66处所示的目标发动机转速低于68处的最大目标发动机转速。70处显示了最大发动机转速68下的最大发动机功率。
图4在72处显示了发动机转速和发动机扭矩的图示，其会实现最大发动机效率。74处显示了发动机扭矩和发动机转速间的恒定功率关系。在正常前向驱动运转期间，发动机将运转于实现最大效率的交叉点76。如果发动机转速在反向驱动期间增加至如78处指示的适于反向驱动的目标转速则，发动机扭矩将降低至T1处指示的值，其基本上低于T2处的最佳发动机扭矩值。
图5为发动机转速和车辆速度的图示，如80处所示对于任何给定的变速器传动比其可为线性关系。在前向驱动期间，发动机转速可从点82处的大约3000rpm改变至84处所示大约6000rpm的最大发动机转速。在反向驱动期间，随着反向驱动的车辆速度从0改变至大约30mph，发动机转速可从82处所示的值改变至0值。
图3为证明了图1中所示的混合动力电动车辆动力系结构的反向驱动模式的策略的流程图。如果驾驶员在步骤84处选择反向驱动，则在步骤86处车辆系统控制器计算牵引轮处的反向驱动期间的所需功率。然后，电池和电池控制模块测量电池的充电状态。所需功率将等于驾驶员要求的功率加上凭经验确定的电功率损耗。车辆系统控制器进行检查以确定所需功率是否大于车辆电池功率(Pbat)，这在步骤88有所显示。
如果所需功率没有超过充电状态下的测量的可用电池功率，则要求最小发动机功率，如图3中90处所示。可在90处从存储于车辆系统控制器42中的ROM存储器中的查值表中选择该最小发动机功率。该查值表凭经验构造以考虑发动机燃烧极限和其它约束。例如，发动机可运转于图2中的Nidle处。在可替代的实施例中，如果发动机已经关闭，则可保持其关闭。当要求最小功率时，在93处车辆系统控制器使用扭矩、发动机功率和发动机转速之间的已知关系来计算发动机扭矩。如94处所示，随后发动机的控制单元可以以常规方式控制发动机转速以及发动机扭矩，以在反向驱动期间实现所述最小发动机功率，从而在所述马达驱动所述牵引轮时在所述牵引轮处实现增强的反向驱动扭矩。
如果步骤88处确定的反向驱动中所需发动机功率大于测量的可用电池功率(Pbat)，程序将前进至步骤91，在该处车辆系统控制器通过从所需功率P减去充电状态下的测量的可用电池功率Pbat来计算所需发动机功率。通过步骤91确定的信息，使用图2的控制逻辑发动机的控制单元将发动机转速和扭矩控制于值N和TENG，以实现所需的发动机功率，从而在所述马达驱动所述牵引轮而所述发动机以对应于低于最佳发动机效率的发动机效率的发动机转速和发动机扭矩运转时实现所述牵引轮处增强的驱动扭矩。应了解，图4的78处的扭矩基本上低于发动机以最大效率运转的76处的扭矩。
尽管已经公开了本发明实施例，本领域技术人员应当了解可不脱离本发明的范围作出修改。所有这种修改及其等同变化由下面的权利要求所涵盖。

Claims (6)

1、一种在混合动力电动车辆动力系中产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池、电动马达-发电机、以及从所述发动机和所述马达延伸至车辆牵引轮的分离动力传输路径；所述方法包含：
车辆系统控制器计算牵引轮处的所需反向驱动功率；
电池和电池控制模块测量电池充电状态；
车辆系统控制器将计算的反向驱动功率和测量的充电状态下的有效电池功率进行比较；
当所述反向驱动功率要求小于所述测量的电池充电状态下的所述有效电池功率时，要求最小发动机功率；
车辆系统控制器计算所述最小发动机功率要求下的发动机扭矩；以及
发动机的控制单元控制发动机转速和发动机扭矩，以在反向驱动期间实现所述最小发动机功率，从而在所述马达驱动所述牵引轮时在所述牵引轮处实现增强的反向驱动扭矩。
2、根据权利要求1所述的方法，其特征在于，所述计算的功率包含驾驶员需求的所述牵引轮处的功率加上所述动力系中的电损失。
3、一种在混合动力电动车辆动力系中的牵引轮处产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池和电动马达-发电机；所述马达、所述电池和所述马达-发电机电连接；且分离动力传输路径从所述发动机和所述马达延伸至车辆牵引轮；所述方法包含：
车辆系统控制器计算牵引轮处的所需反向驱动功率；
当反向驱动期间的所述功率大于测量的电池充电状态下的电池功率时，车辆系统控制器通过减去在测量的充电状态下的电池功率来计算发动机功率；并且
当所需驱动功率大于所述测量的充电状态下的电池功率时，发动机的控制单元控制发动机转速和发动机扭矩以实现所需的发动机功率，从而在所述马达驱动所述牵引轮而所述发动机以对应于低于最佳发动机效率的发动机效率的发动机转速和发动机扭矩运转时实现所述牵引轮处增强的驱动扭矩。
4、根据权利要求3所述的方法，其特征在于，所述计算的功率包含驾驶员需求的所述牵引轮处的功率加上所述动力系中的电损失。
5、一种在混合动力电动车辆动力系中产生反向驱动轮扭矩的方法；所述动力系具有发动机、电动马达、电池和电动马达-发电机，且分离动力传动装置形成从所述发动机和所述马达延伸至车辆牵引轮的动力传输路径；所述方法包含：
车辆系统控制器计算牵引轮处的所需反向驱动功率；
当所述反向驱动功率要求小于测量的电池充电状态下的有效电池功率时，要求最小发动机功率；
当所述反向驱动功率要求大于所述测量的电池充电状态下的电池功率时，车辆系统控制器通过从所需功率减去测量的电池充电状态下的电池功率来计算发动机功率；
当所述反向驱动功率要求大于所述测量的电池充电状态下的可用电池功率时，车辆系统控制器根据目标发动机转速和所述计算的发动机功率的函数来确定发动机扭矩；
当所述反向驱动功率要求小于所述测量的电池充电状态下的可用电池功率时，车辆系统控制器根据所述确定的发动机转速和所述计算的发动机功率来计算发动机扭矩；以及
发动机的控制单元根据发动机功率和发动机扭矩的函数控制发动机转速和发动机扭矩，从而实现所述牵引轮处增强的反向驱动扭矩。
6、根据权利要求5所述的方法，其特征在于，所述计算的功率包含驾驶员需求的所述牵引轮处的功率加上所述动力系中的电损失。
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